U.S. patent application number 14/954528 was filed with the patent office on 2017-06-01 for system and method for monitoring coupler fatigue.
The applicant listed for this patent is General Electric Company. Invention is credited to James D. Brooks, Gabriel de.A. Gleizer, Harry Kirk Mathews, JR..
Application Number | 20170151965 14/954528 |
Document ID | / |
Family ID | 58778060 |
Filed Date | 2017-06-01 |
United States Patent
Application |
20170151965 |
Kind Code |
A1 |
Brooks; James D. ; et
al. |
June 1, 2017 |
SYSTEM AND METHOD FOR MONITORING COUPLER FATIGUE
Abstract
A method and system monitor coupler fatigue by determining an
upcoming fatigue metric representative of fatigue that is to be
experienced by a coupler configured to connect plural vehicles in a
vehicle system, determining whether a failure metric of the coupler
during the upcoming trip exceeds a designated failure threshold
(where the failure metric is based on the upcoming fatigue metric),
and, responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of notifying an operator
of the upcoming fatigue metric, displaying one or more of the
upcoming fatigue metric or the failure metric, changing a driving
plan for controlling movement of the vehicle system during the
upcoming trip, and/or changing a characteristic of the vehicle
system.
Inventors: |
Brooks; James D.;
(Schenectady, NY) ; Mathews, JR.; Harry Kirk;
(Niskayuna, NY) ; Gleizer; Gabriel de.A.; (Rio de
Janeiro, BR) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
General Electric Company |
Schenectady |
NY |
US |
|
|
Family ID: |
58778060 |
Appl. No.: |
14/954528 |
Filed: |
November 30, 2015 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B61L 23/00 20130101;
B61L 15/0081 20130101; B61L 25/025 20130101; B61L 15/0072 20130101;
B61L 3/006 20130101; B61L 25/021 20130101; G06Q 10/20 20130101 |
International
Class: |
B61L 15/00 20060101
B61L015/00; B61L 23/00 20060101 B61L023/00; G06Q 10/00 20060101
G06Q010/00 |
Claims
1. A method comprises: determining an upcoming fatigue metric
representative of fatigue that is to be experienced by a coupler
configured to connect plural vehicles in a vehicle system;
determining whether a failure metric of the coupler during the
upcoming trip exceeds a designated failure threshold, wherein the
failure metric is based on the upcoming fatigue metric; and
responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of: notifying an operator
of the upcoming fatigue metric, displaying one or more of the
upcoming fatigue metric or the failure metric, changing a driving
plan for controlling movement of the vehicle system during the
upcoming trip, or changing a characteristic of the vehicle
system.
2. The method of claim 1, further comprising obtaining an
accumulated fatigue metric of the coupler that estimates previously
experienced fatigue of the coupler during one or more previous
trips.
3. The method of claim 2, wherein the accumulated fatigue metric
estimates one or more of: an age of the coupler, a number of force
cycles previously experienced by the coupler, wherein the force
cycles represent changes in a force previously exerted on the
coupler, a magnitude of one or more of the force cycles previously
experienced by the coupler, a distance previously traveled by the
coupler, one or more characteristics of terrain over which the
coupler previously traveled, one or more characteristics of one or
more other vehicle systems in which the coupler previously
traveled, or an in-vehicle system position of the coupler in the
one or more other vehicle systems in which the coupler previously
traveled.
4. The method of claim 2, further comprising determining an updated
accumulated fatigue metric of the coupler by incorporating the
upcoming fatigue metric into the accumulated fatigue metric.
5. The method of claim 1, wherein the upcoming fatigue metric is
based on one or more of: a number of force cycles to be experienced
by the coupler during the upcoming trip, wherein the force cycles
represent changes in a force that are to be exerted on the coupler
during the upcoming trip, a magnitude of one or more of the force
cycles to be experienced by the coupler during the upcoming trip, a
distance to be traveled by the coupler during the upcoming trip,
one or more characteristics of terrain over which the coupler will
travel during the upcoming trip, one or more characteristics of the
vehicle system in which the coupler will travel during the upcoming
trip, a historical trend of upcoming fatigue metrics for one or
more other couplers, or an in-vehicle system position of the
coupler in the vehicle system in which the coupler will travel
during the upcoming trip.
6. The method of claim 1, further comprising determining the
designated failure threshold based on one or more of a type of one
or more of the vehicles in the vehicle system, a location of a
route over which the upcoming trip extends, or a priority of the
vehicle system during the upcoming trip relative to one or more
other vehicle systems.
7. The method of claim 1, wherein the driving plan designates one
or more operational settings of the vehicle system based on one or
more of time or distance of the upcoming trip, and wherein changing
the one or more of the driving plan or the characteristic of the
vehicle system includes changing the one or more operational
settings of the vehicle system to reduce one or more of the
upcoming fatigue metric or the failure metric.
8. The method of claim 1, wherein changing the one or more of the
driving plan or the characteristic of the vehicle system includes
removing at least one of the vehicles that is to be connected with
the coupler during the upcoming trip from the vehicle system so
that the at least one of the vehicles is not included in the
vehicle system for the upcoming trip.
9. The method of claim 1, wherein changing the one or more of the
driving plan or the characteristic of the vehicle system includes
changing an in-vehicle system position of at least one of the
vehicles or the coupler in the vehicle system for the upcoming
trip.
10. The method of claim 1, wherein changing the one or more of the
driving plan or the characteristic of the vehicle system includes
implementing restrictions on manual changes to one or more
operational settings of the vehicle system.
11. A system comprises: a controller configured to determine an
upcoming fatigue metric that is to be experienced by a coupler
configured to connect plural vehicles in a vehicle system, the
controller also is configured to determine whether a failure metric
of the coupler during the upcoming trip exceeds a designated
failure threshold, wherein the failure metric is based on the
accumulated fatigue metric, wherein, responsive to determining that
the failure metric exceeds the designated failure threshold, the
controller is configured to one or more of: notify an operator of
the upcoming fatigue metric, display one or more of the upcoming
fatigue metric or the failure metric, change a driving plan for
controlling movement of the vehicle system during the upcoming
trip, or direct a change in a characteristic of the vehicle
system.
12. The system of claim 11, wherein the controller also is
configured to obtain an accumulated fatigue metric of the coupler
that estimates previously experienced fatigue of the coupler.
13. The system of claim 12, wherein the accumulated fatigue metric
represents one or more of: an age of the coupler, a number of force
cycles previously experienced by the coupler, wherein the force
cycles represent changes in a force previously exerted on the
coupler, a magnitude of one or more of the force cycles previously
experienced by the coupler, a distance previously traveled by the
coupler, one or more characteristics of terrain over which the
coupler previously traveled, one or more characteristics of one or
more other vehicle systems in which the coupler previously
traveled, or an in-vehicle system position of the coupler in the
one or more other vehicle systems in which the coupler previously
traveled.
14. The system of claim 12, wherein the controller is configured to
determine an updated accumulated fatigue metric of the coupler by
incorporating the upcoming fatigue metric to the accumulated
fatigue metric.
15. The system of claim 11, wherein the controller is configured to
determine the upcoming fatigue metric as an estimate of one or more
of: a number of force cycles to be experienced by the coupler
during the upcoming trip, wherein the force cycles represent
changes in a force that are to be exerted on the coupler during the
upcoming trip, a magnitude of one or more of the force cycles to be
experienced by the coupler during the upcoming trip, a distance to
be traveled by the coupler during the upcoming trip, one or more
characteristics of terrain over which the coupler will travel
during the upcoming trip, one or more characteristics of the
vehicle system in which the coupler will travel during the upcoming
trip, or an in-vehicle system position of the coupler in the
vehicle system in which the coupler will travel during the upcoming
trip.
16. The system of claim 11, wherein the controller also is
configured to determine the designated failure threshold based on
one or more of a type of one or more of the vehicles in the vehicle
system, a location of a route over which the upcoming trip extends,
or a priority of the vehicle system during the upcoming trip
relative to one or more other vehicle systems.
17. The system of claim 11, wherein the driving plan designates one
or more operational settings of the vehicle system based on one or
more of time or distance of the upcoming trip, and wherein the
controller is configured to change the one or more of the driving
plan or the characteristic of the vehicle system by changing the
one or more operational settings of the vehicle system to reduce
one or more of the upcoming fatigue metric or the failure
metric.
18. The system of claim 11, wherein the controller is configured to
change the one or more of the driving plan or the characteristic of
the vehicle system by directing at least one of the vehicles that
is to be connected with the coupler during the upcoming trip to be
removed from the vehicle system so that the at least one of the
vehicles is not included in the vehicle system for the upcoming
trip.
19. The system of claim 11, wherein the controller is configured to
change the one or more of the driving plan or the characteristic of
the vehicle system by directing that an in-vehicle system position
of at least one of the vehicles or the coupler in the vehicle
system for the upcoming trip be changed.
20. The system of claim 11, wherein the controller is configured to
change the one or more of the driving plan or the characteristic of
the vehicle system by implementing restrictions on manual changes
to one or more operational settings of the vehicle system.
21. A method comprises: determining an accumulated fatigue metric
that estimates previously experienced fatigue by a coupler
configured to connect plural vehicles in a vehicle system during
one or more previous trips of the coupler; determining whether a
failure metric of the coupler during an upcoming trip of the
vehicle system exceeds a designated failure threshold, wherein the
failure metric is based on the accumulated fatigue metric of the
coupler; and responsive to determining that the failure metric
exceeds the designated failure threshold, one or more of: notifying
an operator of the upcoming fatigue metric, displaying one or more
of the accumulated fatigue metric or the failure metric, changing a
driving plan for controlling movement of the vehicle system during
the upcoming trip, or changing a characteristic of the vehicle
system.
22. The method of claim 21, further comprising determining an
upcoming fatigue metric that estimates fatigue to be experienced by
the coupler, wherein the failure metric is based on a combination
of the accumulated fatigue metric and the upcoming fatigue
metric.
23. The method of claim 22, wherein one or more of changing the
driving plan or changing the characteristic of the vehicle system
includes one or more of: changing one or more operational settings
of the vehicle system that are designated by the driving plan to
reduce one or more of the upcoming fatigue metric or the failure
metric; removing at least one of the vehicles that is to be
connected with the coupler during the upcoming trip from the
vehicle system so that the at least one of the vehicles is not
included in the vehicle system for the upcoming trip; changing an
in-vehicle system position of at least one of the vehicles in the
vehicle system for the upcoming trip; automatically scheduling one
or more of inspection, maintenance, or repair of the coupler at a
time that is based on the updated accumulated fatigue metric; or
implementing restrictions on manual changes to one or more
operational settings of the vehicle system.
Description
FIELD
[0001] Embodiments of the subject matter disclosed herein relate to
monitoring fatigue and/or service lives of couplers used to
mechanically connect vehicles in a vehicle system.
BACKGROUND
[0002] Some known vehicle systems include multiple vehicles
connected together by couplers so that the vehicles can travel
together. Such vehicle systems can be referred to as consists. Some
rail vehicle systems can include multiple consists that each
includes locomotives (or other powered rail vehicles) providing
propulsive force. Other vehicle systems, such as trucks that pull
trailers, include couplers that connect the trucks to the trailers.
The trucks and the trailers are vehicles in a vehicle system formed
from the truck and one or more of the trailers. Another type of
vehicle system may be construction equipment that includes cranes
or other construction machines to equipment such as buckets used to
move earth or other materials. The couplers that connect
neighboring vehicles in a vehicle system can flex to allow the
vehicle systems to travel over changing grades and curves in a
route. Over time, the couplers experience wear and tear from
repeated trips of the couplers in one or more different vehicle
systems.
[0003] Eventually, the wear and tear on the couplers can cause the
couplers to fail. A coupler can fail when part of the coupler
breaks or is otherwise unable to remain connected with another
coupler (to keep neighboring vehicles mechanically coupled). This
causes the vehicle system to break into two smaller segments of
vehicles.
[0004] Currently, little work is done to monitor the couplers in
vehicle systems to determine how long the couplers can be used or
continue to be used to connect vehicles in the vehicle systems.
Some rail operators perform visual inspections of couplers for
damage. But, these inspections typically are performed on an ad hoc
basis and, as a result, many damaged couplers are not discovered.
Other operators simply wait for a coupler to fail before replacing
the coupler or a part of the coupler. But, waiting for this type of
failure can result in significant cost and downtime for a vehicle
system, especially in situations where the coupler fails in a
remote location.
BRIEF DESCRIPTION
[0005] In one embodiment, a method (e.g., for monitoring coupler
fatigue) includes determining an upcoming fatigue metric
representative of fatigue that is to be experienced by a coupler
configured to connect plural vehicles in a vehicle system,
determining whether a failure metric of the coupler during the
upcoming trip exceeds a designated failure threshold (where the
failure metric is based on the upcoming fatigue metric), and,
responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of: notifying an operator
of the upcoming fatigue metric, displaying one or more of the
upcoming fatigue metric or the failure metric, changing a driving
plan for controlling movement of the vehicle system during the
upcoming trip, and/or changing a characteristic of the vehicle
system.
[0006] In one embodiment, a system (e.g., a coupler monitoring
system) includes a controller configured to determine an upcoming
fatigue metric that is to be experienced by a coupler configured to
connect plural vehicles in a vehicle system. The controller also is
configured to determine whether a failure metric of the coupler
during the upcoming trip exceeds a designated failure threshold
(the failure metric is based on the accumulated fatigue metric).
Responsive to determining that the failure metric exceeds the
designated failure threshold, the controller is configured to one
or more of: notify an operator of the upcoming fatigue metric,
display one or more of the upcoming fatigue metric or the failure
metric, change a driving plan for controlling movement of the
vehicle system during the upcoming trip, and/or direct a change in
a characteristic of the vehicle system.
[0007] In one embodiment, a method (e.g., for monitoring coupler
fatigue) includes determining an accumulated fatigue metric that
estimates previously experienced fatigue by a coupler configured to
connect plural vehicles in a vehicle system during one or more
previous trips of the coupler, determining whether a failure metric
of the coupler during an upcoming trip of the vehicle system
exceeds a designated failure threshold (where the failure metric is
based on the accumulated fatigue metric of the coupler), and,
responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of notifying an operator
of the upcoming fatigue metric, displaying one or more of the
accumulated fatigue metric or the failure metric, changing a
driving plan for controlling movement of the vehicle system during
the upcoming trip, and/or changing a characteristic of the vehicle
system.
BRIEF DESCRIPTION OF THE DRAWINGS
[0008] Reference is made to the accompanying drawings in which
particular embodiments and further benefits of the invention are
illustrated as described in more detail in the description below,
in which:
[0009] FIG. 1 illustrates a schematic diagram of one example of a
vehicle system traveling along a route;
[0010] FIG. 2 illustrates a coupler shown in FIG. 1 according to
one embodiment;
[0011] FIG. 3 illustrates a flowchart of one embodiment of a method
for monitoring coupler fatigue;
[0012] FIG. 4 illustrates forces imparted on a coupler shown in
FIG. 1 according to one example; and
[0013] FIG. 5 is a schematic diagram of one embodiment of a coupler
monitoring system.
DETAILED DESCRIPTION
[0014] One or more embodiments of the inventive subject matter
described herein provides systems and methods for operating vehicle
systems and/or generating coupler maintenance recommendations
responsive to accumulated coupler fatigue. A database can maintain
accumulated fatigue metric for couplers, which may be
representative of remaining useful service lives of the couplers. A
service life of a coupler can represent how long or how much
continued use can be obtained from a coupler before the coupler
fails. A remaining useful service life of a coupler can represent
how much longer or how much more continued use can be obtained from
the coupler before the coupler fails. The accumulated fatigue
metric can represent how much wear and tear the coupler has
experience from previous uses of the coupler.
[0015] Before a trip of a vehicle system that includes couplers,
accumulated fatigue metric metrics representative of prior fatigues
for the couplers in the vehicle system are obtained and examined
from the database. Additional fatigue metrics can be determined
that represent fatigues that are expected to be imparted on or
experienced by the couplers in the vehicle system during the
upcoming trip. These additional fatigues also can be referred to as
upcoming fatigue metrics of the couplers. As described herein, the
additional fatigue metrics can be determined from the terrain over
which the vehicle system is to travel for the upcoming trip, the
position of the couplers in the vehicle system, the positions of
propulsion-generating vehicles (e.g., locomotives) in the vehicle
system relative to the different couplers, the size of the vehicle
system (e.g., length and/or weight), the size of various vehicles
in the vehicle system, etc.
[0016] The accumulated fatigue metric for a coupler and the
additional fatigue metric that is expected to be experienced by the
coupler for the upcoming trip are examined to determine a failure
metric representative of a probability that the coupler will fail
during the upcoming trip. If this metric exceeds a threshold, one
or more responsive actions may be implemented.
[0017] As one example, the operator of the vehicle system may be
warned of the likely failure of the coupler during the upcoming
trip. If the vehicle system is to be controlled for the upcoming
trip according to a driving plan that designates one or more
operational settings (e.g., throttle settings, brake settings,
speeds, etc.) of the vehicle system as a function of time and/or
distance along a route, then the driving plan may be modified. The
plan may be modified to reduce the additional fatigue that is
expected to be imparted on a coupler and, therefore, to reduce the
failure metric of the coupler. Additionally or alternatively,
maintenance of the coupler may be automatically scheduled based on
the failure metric. This maintenance can be scheduled for a time in
the future or for immediate implementation. As another example, the
position of the coupler in the vehicle system and/or the positions
of one or more vehicles in the vehicle systems may be changed
responsive to the failure metric exceeding the threshold.
Additionally or alternatively, the range of operational settings
that may be used by an operator to manually control the vehicle
system during the upcoming trip may be restricted. For example,
slower speed limits, a reduce range of throttle settings, etc., may
be used to reduce the additional fatigue metric that the coupler is
expected to experience.
[0018] The threshold to which the failure metric is compared may
vary. For example, this threshold may be a function of one or more
of the types of vehicles in the vehicle system (e.g., passenger
cars versus cars carrying hazardous materials), a type of the
vehicle system (e.g., a high priority train versus a manifest
train), geographic locations through which the upcoming trip will
extend (e.g., rural areas versus populated areas), etc.
[0019] During the trip, the accumulated fatigue metric of the
couplers may be displayed to an operator onboard the vehicle system
(or to an operator that is off-board the vehicle system but that is
monitoring the vehicle system). The accumulated fatigue metric of
the couplers may be updated based on actual additional fatigue that
the couplers are experiencing during the trip so that the operator
may be able to track, in real time or as the trip progresses, the
accumulated fatigue metric of one or more (or each) of the
couplers.
[0020] Upon completing the trip, the accumulated fatigue metric
experienced by one or more (or each) of the couplers may be updated
(e.g., in the database). The accumulated fatigue metric may be
updated based on the actual additional fatigue that was experienced
by the different couplers during the trip. This updated accumulated
fatigue metric may be used to predict potential failure of the
couplers in additional upcoming trips for vehicle systems that
include one or more of the couplers.
[0021] In one aspect of the inventive subject matter described
herein, the fatigue metrics for couplers may be used or included in
digital twins of the couplers, digital twins of the vehicles to
which the couplers are connected, and/or of digital twins of the
vehicle systems that include the couplers. A digital twin
represents a numerical model of a single specific industrial asset,
such as a coupler. The digital twin for a coupler can be formed or
created from a large amount of design, manufacture, inspection,
repair, online sensor, and operational data and can be used in
high-fidelity computational physics-based models and advanced
analytics to forecast the health and performance of the coupler
over its lifetime, as described herein. The accuracy of the digital
twin's representation of a coupler improves over time as more data
refines the model of the coupler and similar couplers are deployed
with their own digital twin. For example, the accumulated fatigue
metric for a coupler may be used to track the health of that
particular coupler over time, and the accumulated fatigue metrics
for couplers created on or around the same time, at the same
manufacturing location, repaired or inspected at the same or
similar time, etc., may be used to track the health of the group of
couplers and/or to compare the health of any individual coupler
with the health of the group of couplers to identify any
outliers.
[0022] Data can be gathered continually to maintain an up-to-date
model of the couplers. The digital twin for a coupler provides
detailed knowledge of the coupler, forecasts based on "what if"
scenarios and a live reference from which to build applications to
optimize services, performance, efficiency, maintenance and more.
For example, based on the digital twin for a coupler, the upcoming
fatigue that is expected to be exerted on the coupler based on an
upcoming trip may be determined to analyze whether the coupler can
withstand the upcoming trip. As another example, the digital twin
may be used to determine whether a coupler can withstand an
upcoming trip but with using different travel scenarios, such as
different throttle settings, different brake settings, different
vehicles in the vehicle system, different locations of the coupler
in the vehicle system, etc., at various locations along the
route.
[0023] The digital twin can be applied to individual couplers. The
digital twin instance can model and track a single specific coupler
over the useful lifetime of the coupler. Many digital twin models
will have a functional or mathematical form that is the same for
similar couplers, but will have tracked parameters and state
variables that are specific to each individual coupler. The
mathematical form of the underlying model for a coupler can change
among the couplers to match the particular configuration or state
of each coupler. In this manner, the digital twin can be different
from fleet-level modelling.
[0024] The digital twin model of a coupler can be updated as the
coupler is operated. At any moment, the digital twin represents a
faithful representation of the current state of the coupler. The
output of the model changes with every trip, with every fuel burn
hour, etc. This might be a result of updating the latent model
parameters, or the model might incorporate the new information into
the output of the model (but remain the same underlying model). The
digital twin model is scalable. Benefit is derived when hundreds or
thousands of couplers have a digital twin. A digital twin of a
single coupler can include information from some or all of the
other couplers.
[0025] FIG. 1 illustrates a schematic diagram of one example of a
vehicle system 100 traveling along a route 102. The vehicle system
100 includes several vehicles 104, 106 operably coupled with each
other. The vehicles may be mechanically coupled with each other,
such as by couplers 108. Two vehicles 104 and/or 106 may be
directly connected with each other when no other vehicle 104 or 106
is disposed between the directly connected vehicles 104 and/or 106.
Two vehicles 104 and/or 106 may be indirectly connected or
interconnected with each other when one or more other vehicles 104
and/or 106 are disposed between and connected with the
interconnected vehicles 104 and/or 106.
[0026] The vehicles 104 (e.g., vehicles 104A-C) represent
propulsion-generating vehicles, such as vehicles capable of
generating propulsive force to propel the vehicle system 100 along
the route 102. Examples of propulsion-generating vehicles 104
include locomotives, other off-highway vehicles (e.g., vehicles
that are not designed for or permitted to travel on public
roadways), automobiles (e.g., vehicles that are designed for
traveling on public roadways), marine vessels, and the like. In one
embodiment, the vehicles 104 represent locomotives and the vehicles
106 represent rail cars. The vehicles 104 may be fuel-powered
vehicles (e.g., engines that consume fuel are used to generate
propulsive force by creating electric current to power motors or to
rotate axles and wheels), electric-powered vehicles (e.g., onboard
or off board sources of electric current are used to power motors
to generate propulsive force), and/or hybrid powered vehicles
(e.g., vehicles that are powered by fuel-consuming engines and
other sources of electric current). The vehicles 106 (e.g.,
vehicles 106A-E) represent non-propulsion-generating vehicles, such
as rail cars or other units that are propelled along the route 102
by the propulsion-generating vehicles 104.
[0027] The term "vehicle" as used herein can be defined as a mobile
machine that transports at least one of a person, people, or a
cargo. For instance, a vehicle can be, but is not limited to being,
a rail car, an intermodal container, a locomotive, a marine vessel,
mining equipment, construction equipment, an automobile, and the
like. A "vehicle system" includes two or more vehicles that are
interconnected with each other to travel along a route. For
example, a vehicle system can include two or more vehicles that are
directly connected to each other (e.g., by a coupler) or that are
indirectly connected with each other (e.g., by one or more other
vehicles and couplers). A vehicle system can be referred to as a
consist, such as a rail vehicle consist.
[0028] "Software" or "computer program" as used herein includes,
but is not limited to, one or more computer readable and/or
executable instructions that cause a computer or other electronic
device to perform functions, actions, and/or behave in a desired
manner. The instructions may be embodied in various forms such as
routines, algorithms, modules or programs including separate
applications or code from dynamically linked libraries. Software
may also be implemented in various forms such as a stand-alone
program, a function call, a servlet, an applet, an application,
instructions stored in a memory, part of an operating system or
other type of executable instructions. "Computer" or "processing
element" or "computer device" as used herein includes, but is not
limited to, any programmed or programmable electronic device that
can store, retrieve, and process data. "Non-transitory
computer-readable media" include, but are not limited to, a CD-ROM,
a removable flash memory card, a hard disk drive, a magnetic tape,
and a floppy disk. "Computer memory", as used herein, refers to a
storage device configured to store digital data or information
which can be retrieved by a computer or processing element.
"Controller," "unit," and/or "module," as used herein, can to the
logic circuitry and/or processing elements and associated software
or program involved in controlling an energy storage system. The
terms "signal", "data", and "information" may be used
interchangeably herein and may refer to digital or analog
forms.
[0029] At least one technical effect described herein includes
tracking fatigue metrics (e.g., quantifiable amounts of wear and
tear), predicting additional fatigue metrics that are to be exerted
on the couplers for an upcoming trip, determining whether the risk
of failure of a coupler is too high due to the fatigue metric of
the coupler, and, if the risk is too high, changing or limiting how
a vehicle system is controlled to prevent coupler failure,
replacing the coupler, repairing the coupler, or changing the
makeup of the vehicle system to prevent coupler failure.
[0030] While the vehicle system 100 is shown in FIG. 1 as a train,
alternatively, the vehicle system 100 may represent another vehicle
system formed of vehicles other than locomotives (e.g., the
propulsion-generating vehicles 104) and railcars (e.g., the
non-propulsion generating vehicles 106). For example, the vehicle
system 100 may represent several automobiles, marine vessels,
off-highway vehicles other than rail vehicles, or the like, joined
together to travel along the route 102.
[0031] In one embodiment, tractive efforts (e.g., power output,
horsepower, speed, and the like) and/or braking efforts of the
vehicle system 100 may be controlled to drive the vehicle system
100 along the route 102 from an origin geographic location to a
destination geographic location. The tractive and/or braking
efforts may be automatically controlled such that the tractive
and/or braking efforts provided by the vehicles 104, 106 without
operator intervention involved in changing these efforts.
Alternatively or additionally, the vehicle system 100 may provide
prompts and notices to an operator that direct the operator how to
manually control the efforts of the vehicle system 100. For
example, the system 100 may provide prompts to an operator to
instruct the operator of which operational settings to use at a
current time and/or which settings to use at upcoming times when
the system 100 arrives at one or more upcoming geographic
locations. The operational settings (e.g., settings that control
tractive effort, braking effort, etc.) of the propulsion-generating
vehicles and/or non-propulsion-generating vehicles may be referred
to herein as operational parameters.
[0032] The tractive efforts and braking efforts may be controlled
by designating operational settings of the vehicle system 100 at
one or more geographic locations along the route 102. By way of
example, these operational settings can include power settings
(e.g., throttle notch settings) that control the power output from
the propulsion-generating vehicles 104, brake settings (e.g.,
dynamic brake settings) that control the braking efforts of the
propulsion-generating vehicles 104 and/or the non-propulsion
generating vehicles 106, and/or speeds of the vehicle system 100.
The operational settings that are designated for a trip of the
vehicle system 100 from a first geographic location to a different,
second geographic location along the route 102 may be referred to
as a driving plan or a trip plan of the vehicle system. The
designated operational settings can be expressed as a function of
time elapsed during a trip along the route 102 and/or distance
along the route 102 in the trip.
[0033] FIG. 2 illustrates one of the couplers 108 shown in FIG. 1
according to one embodiment. The coupler 108 includes an elongated
shank 200 that is connected with a knuckle device 202. The knuckle
device 202 includes a knuckle 204 that pivots about a knuckle pin
206. In operation, the knuckle 204 of one coupler 108 can pivot to
engage or mesh with the knuckle device 202 of another coupler 108.
For example, two vehicles 104 and/or 106 may have ends that face
each other, with each of these ends including one of the couplers
108. The knuckle devices 202 for the couplers 108 that extend
toward and face each other may engage to connect the vehicles 104
and/or 106 with each other.
[0034] FIG. 3 illustrates a flowchart of one embodiment of a method
300 for monitoring coupler fatigue. The method 300 may be used by
one or more of the systems described herein (or another system) to
track fatigue and/or service lives of couplers, and/or to change
how a vehicle system is controlled, to change the makeup of a
vehicle system, and/or to order maintenance of couplers to avoid or
reduce coupler failure in a vehicle system during a trip of the
vehicle system. In one embodiment, the operations described in
connection with the method 300 may represent or be used to generate
computer software code to control operation of one or more
embodiments of the systems described herein. The method 300 is
described in connection with monitoring the fatigue of a single
coupler, but may be applied to monitor the fatigue metrics of
several couplers. For example, the method 300 may be repeated so
that the fatigue metrics of multiple couplers are tracked.
[0035] At 302, an accumulated fatigue metric of a coupler is
obtained. The accumulated fatigue metric of the coupler represents
the amount of wear and tear (or mechanical damage) already
experienced by the coupler, and can represent the amount of
remaining useful service life of the coupler. The accumulated
fatigue metric can be expressed as a numerical value indicative of
the amount of wear and tear (or damage) experienced by the coupler,
and/or a numerical value indicative of a remaining useful service
life of the coupler.
[0036] The couplers may be identified in order to assist in
tracking the fatigue metrics of the couplers over time. For
example, the couplers may have unique identifiers printed on the
couplers (e.g., serial numbers, bar codes, etc.) and/or the
couplers may be connected with tags or other identifying devices
(e.g., RFID tags). The couplers may be identified based on which
vehicle the couplers are connected with. For example, rail cars may
be have unique identifiers, and the couplers may be identified by
determining which rail car the couplers are connected with.
[0037] The accumulated fatigue metric accumulated fatigue metric
for a coupler may be based on one or more characteristics. In one
embodiment, the accumulated fatigue metric of the coupler is a
function of a number of force cycles previously experienced by the
coupler and/or magnitudes of the force cycles. The force cycles
represent changes in forces previously exerted on the coupler.
[0038] FIG. 4 illustrates forces 400 imparted on a coupler 108
shown in FIG. 1 according to one example. The forces 400 can
represent the compressive and tensile forces experienced by the
coupler 108 during one or more previous trips in the same or
different vehicle systems. The forces 400 are shown alongside a
horizontal axis 402 representative of time or distance along a
route, and are shown alongside a vertical axis 404 representative
of magnitudes of the forces 400 exerted on the coupler 108. The
forces 400 extending above the horizontal axis 402 represent
tensile forces exerted on the coupler 108 and the forces 400
extending below the horizontal axis 402 represent compressive
forces exerted on the coupler 108.
[0039] The forces 400 include several peaks 402, 404, which include
both positive force peaks 406 (e.g., times or locations of larger
tensile forces than other times or locations) and negative force
peaks 408 (e.g., times or locations of larger compressive forces
than other times or locations). In one embodiment, a force cycle
represents the forces 400 exerted on the coupler that extend
between or include both a positive peak 406 and a negative peak
408. In FIG. 4, several force cycles 410, 412, 414, 416, 418 are
illustrated. Each of these force cycles includes both a positive
peak and a negative peak. In one embodiment, a force cycle may be
defined by a positive peak followed by a negative peak or a
negative peak followed by a positive peak. Additionally or
alternatively, a force cycle may be defined by a positive peak
followed by a negative peak with no other positive peak between the
positive and negative peaks, or a negative peak followed by a
positive peak with no other negative peak between the negative and
positive peaks. Alternatively, a force cycle may be defined by a
positive peak or a negative peak alone. In another embodiment, a
force cycle may be defined by a zero crossing, or an instance of
the forces transitioning from a positive tensile force to a
negative compressive force. Alternatively, a force cycle may be
defined by another change in the forces imparted on a coupler.
[0040] A magnitude of a force cycle may represent a difference
between the value of the positive peak force and the negative peak
force within the cycle. For example, the magnitude may be a sum of
the magnitude at the positive peak and the absolute value of the
magnitude at the negative peak. Alternatively, the magnitude of a
force cycle may represent an average value of the positive peak and
the absolute value of the negative peak. As another example, the
magnitude of a force cycle may represent an average or median of
the magnitudes of the positive peaks, an average or median of the
magnitudes of the negative peaks, a sum of the average or median of
the magnitudes of the positive peaks, a sum of the average or
median of the magnitudes of the negative peaks, and/or a sum of the
average or median of the magnitudes of the positive peaks and the
absolute value of the average or median of the magnitudes of the
negative peaks. Alternatively, the magnitude of the force cycles
may be expressed in another manner indicative of the wear and tear
on the coupler.
[0041] The forces 400 may be determined from a model of the vehicle
system. Such a model can include one or more physics-based
mathematical relationships or equations that estimate the forces
exerted on the couplers based on various inputs. Examples of models
that may be used include a rope model of the vehicle system or a
dynamic model of the vehicle system. A rigid rope model of the
vehicle system treats the vehicle system as having no slack between
the vehicles. The terrain (e.g., grades and/or curvature) that the
vehicle system is to travel over or is traveling over may be used
to estimate the amount of compression or tension between
neighboring vehicles in the vehicle system. Based on this estimate,
the forces exerted on the coupler between the vehicles can be
determined. Additionally or alternatively, the forces may be
measured by one or more sensors. The sensors can include strain
sensors that measure mechanical strains of couplers, and the forces
exerted on the couplers may be estimated from the strains. The
sensors may include distance sensors (e.g., optical sensors, radar
sensors, etc.) that measure distances between neighboring vehicles.
As the distance decreases, the compressive force exerted on a
coupler between the vehicles increases and, as the distance
increases, the tensile force exerted on the coupler increases. The
forces may be estimated based on one or more previous trips of the
vehicle system. For example, based on a previous trip of a vehicle
system over a route where the forces exerted on the sensors were
measured or estimated, the forces exerted on the vehicle system for
an upcoming trip may be determined.
[0042] The forces exerted on the couplers may be measured or
calculated prior to an upcoming trip of a vehicle system based on
the terrain, masses of the vehicles, etc. Additionally or
alternatively, the forces may be measured or calculated during
movement of the vehicle system along the route.
[0043] Returning to the description of the method 300 shown in FIG.
3, the accumulated fatigue metric for a coupler may be defined by
determining how many force cycles the coupler has experienced
and/or the magnitude of the force cycles. The number of force
cycles may be determined by counting the number of force cycles
previously experienced by the coupler during one or more (or all)
previous trips of a vehicle system that included the coupler. The
magnitude of the force cycles may be determined as described above.
The accumulated fatigue metric may be a numerical value that is
based on the number and/or magnitude of the force cycles. For
example, the value of the accumulated fatigue metric may be larger
for couplers that experience more force cycles with larger
magnitudes than for couplers having a smaller number of force
cycles and/or force cycles with smaller magnitudes. The value of
the accumulated fatigue metric may be larger for couplers that
experience more force cycles than for couplers having a smaller
number of force cycles, but with the same magnitudes of the force
cycles. The value of the accumulated fatigue metric may be larger
for couplers that experience force cycles having larger magnitudes
than for couplers having the same number of force cycles, but with
smaller magnitudes.
[0044] Additionally or alternatively, the accumulated fatigue
metric for a coupler may be based on (e.g., may be a function of) a
distance previously traveled by the coupler. For example, the total
sum distance traveled by vehicle systems having the coupler connect
vehicles in the vehicle systems may represent the accumulated
fatigue metric for a coupler, with couplers having longer total
traveled distances associated with greater accumulated fatigue
metrics than couplers that have traveled shorter total distances.
Additionally or alternatively, the accumulated fatigue metric for a
coupler may be based on (e.g., a function of) one or more
characteristics of terrain over which the coupler previously
traveled. For example, the accumulated fatigue metric may be based
on (e.g., a function of) the steepness of grades, radii of
curvature, numbers and/or severity of changes in grade, numbers
and/or severity of changes in curvature, etc., of routes that the
vehicle systems in which the coupler was disposed (to connect
vehicles) previously traveled. The couplers that have traveled over
routes with steeper grades, tighter radii of curvature, larger
numbers of changes in grade, greater severity of changes in grade
(e.g., the degree at which the grade in a route changes from uphill
to downhill or vice-versa), larger numbers of changes in curvature,
and/or greater severity of changes in curvature (e.g., the degree
at which the curvature in a route changes from curving left to
curving right or vice-versa) may have larger accumulated fatigue
metrics than other couplers.
[0045] Additionally or alternatively, the accumulated fatigue
metric may be based on (e.g., a function of) one or more
characteristics of the vehicle system or systems in which the
coupler previously traveled. These characteristics can include the
sizes (e.g., weight and/or length) of the vehicle systems, the
number and/or in-vehicle system position of propulsion-generating
vehicles 104 in the vehicle systems, etc. For example, couplers
that have been used in longer and/or heavier vehicle systems may
have greater accumulated fatigue metrics than couplers used in
shorter and/or lighter vehicle systems. Couplers that have been
used in vehicle systems having a smaller number of vehicles 104 may
have greater accumulated fatigue metrics than couplers used in
vehicle systems having a larger number of vehicles 104. Couplers
that have been located closer to vehicles 104 in vehicle systems
than other couplers may have greater accumulated fatigue metrics
than the other couplers.
[0046] Additionally or alternatively, the accumulated fatigue
metric may be based on (e.g., a function of) where the coupler was
located in the vehicle system(s) in which the coupler previously
traveled. For example, the fatigue accumulated for a first coupler
located in a vehicle system closer to a leading end or a trailing
end of a vehicle system may be larger than the fatigue accumulated
for a second coupler that is located closer to the middle of the
vehicle system for a trip of the vehicle system. Depending on where
a coupler is located in different vehicle systems during different
trips, the accumulated fatigue metric may vary. For example,
couplers that are used more often at in-vehicle system positions
closer to the middle of vehicle systems may have smaller
accumulated fatigue metrics than couplers that are used more often
closer to the ends of vehicle systems.
[0047] At 304, one or more characteristics of an upcoming trip of a
vehicle system that will include the coupler (being investigated or
examined) are determined. These characteristics can include
features of the upcoming trip that will change (e.g., increase) the
accumulated fatigue metric of the coupler. These characteristics
can be referred to as trip characteristics. In one embodiment, the
trip characteristics include a distance to be traveled by the
coupler or vehicle system during the upcoming trip, one or more
characteristics of terrain over which the coupler will travel
during the upcoming trip (e.g., route characteristics), one or more
characteristics of the vehicle system in which the coupler will
travel during .sub.the upcoming trip (e.g., vehicle
characteristics), and/or an in-vehicle system position of the
coupler in the vehicle system in which the coupler will travel
during the upcoming trip. Alternatively, another characteristic of
the upcoming trip that is indicative of how much additional fatigue
metric the coupler is likely to experience during the upcoming trip
may be determined. These characteristics can be obtained from a
driving plan or trip plan of the upcoming trip, from a manifest of
the vehicle system or the trip, from input provided by an operator
of the vehicle system, or from other sources.
[0048] At 306, upcoming metric for the coupler is determined. The
upcoming fatigue metric may represent an amount of additional
fatigue that the coupler is expected to experience due to the
upcoming trip. The upcoming fatigue metric may be a predicted
amount of additional wear and tear on the coupler that is estimated
from the one or more characteristics of the upcoming trip. In one
aspect, the upcoming fatigue metric can be determined based on
(e.g., a function of) a number of force cycles to be experienced by
the coupler during the upcoming trip and/or magnitudes of one or
more of the force cycles to be experienced by the coupler during
the upcoming trip. The forces that will be imparted on the coupler
may be the natural forces described above that can be calculated
from characteristics of the route and/or vehicle system for the
upcoming trip. Additionally or alternatively, the upcoming fatigue
metric can be determined based on (e.g., a function of) the
distance to be traveled by the coupler during the upcoming trip.
Additionally or alternatively, the upcoming fatigue metric can be
determined based on (e.g., a function of) the route characteristics
and/or the vehicle characteristics for the upcoming trip. The
upcoming fatigue metric additionally or alternatively may be
determined based on (e.g., a function of) the in-vehicle system
position of the coupler in the vehicle system in which the coupler
will travel during the upcoming trip.
[0049] In one embodiment, the upcoming fatigue metric for a coupler
can be determined by obtaining the accumulated fatigue metric
experienced by one or more of the same coupler or another coupler
from one or more previous trips. The upcoming fatigue metric may be
the same as or based on the accumulated fatigue metric from the
previous trip(s). For example, the size of the vehicle system in
the previous trip(s) and/or the in-vehicle system position of the
same coupler or the other coupler in the vehicle system in the
previous trip(s) can be determined, and the accumulated fatigue
metric experienced by the coupler or other coupler during the
previous trip(s) can be scaled to determine the upcoming fatigue
metric for the coupler. The scaling of the accumulated fatigue
metric can involve determining the proportion or ratio of the size
of the vehicle system and/or the in-vehicle system position of the
coupler in the upcoming .sub.trip to the size of the vehicle system
and/or the in-vehicle system position of the coupler in the
previous trip(s), and multiplying the accumulated fatigue metric
from the previous trip(s) by the proportion or ratio. For example,
if the size of the vehicle system in the upcoming trip is twice as
large as the vehicle system in the previous trip(s), then the
accumulated fatigue metric from the previous trip(s) may be
multiplied by two (or another number) to determine the upcoming
fatigue metric. As another example, if the coupler is located three
times closer to the middle of the vehicle system in the upcoming
trip than in the previous trip(s) (e.g., the coupler is three times
closer to the middle than the leading or trailing end), then the
accumulated fatigue metric from the previous trip(s) may be
multiplied by one third (or another number, due to the fatigue
being less closer to the middle of a vehicle system than the ends)
to determine the upcoming fatigue metric.
[0050] The upcoming fatigue metric additionally or alternatively
may be determined based on (e.g., a function of) a number of
expected run-ins between the vehicles connected by the coupler
and/or a number of expected run-outs between the vehicles connected
by the coupler. A run-in between the vehicles connected by the
coupler can include the vehicles moving toward each other and
compressing the coupler between the vehicles over a short time
period (e.g., over a time period of a few seconds or less, where
the vehicles would collide but for the presence of the couplers
between the vehicles). Additionally or alternatively, a run-in may
occur when the compressive force exerted on a coupler exceeds a
designated threshold, such as 70%, 80%, 90%, 100%, or the like, of
a maximum amount of compressive force that the coupler is rated to
withstand by the manufacturer of the coupler. A run-out between the
vehicles connected by the coupler can include the vehicles moving
away from each other and pulling the coupler the vehicles over a
short time period (e.g., over a time period of a few seconds or
less). Additionally or alternatively, a run-out may occur when the
tensile force exerted on a coupler exceeds a designated threshold,
such as 70%, 80%, 90%, 100%, or the like, of a maximum amount of
tensile force that the coupler is rated to withstand by the
manufacturer of the coupler.
[0051] At 308, a failure metric for the coupler during the upcoming
trip is determined. The failure metric can represent a percentage,
fraction, or other number indicative of a likelihood that the
coupler will fail and cause the vehicle system to separate into two
or more segments during the upcoming trip. The failure metric can
be based on (e.g., can be a function of) the accumulated fatigue
metric and the upcoming fatigue metric of the coupler. As a sum of
the accumulated fatigue metric and the upcoming fatigue metric of
the coupler increases, the failure metric also can increase.
Conversely, for smaller accumulated fatigue metrics and/or upcoming
fatigue metrics, the failure metric can be smaller.
[0052] In one embodiment, the failure metric can represent a
remaining useful service life of the coupler. As the accumulated
fatigue metric of a coupler increases, the remaining useful service
life of the coupler may decrease. The incorporation of the upcoming
fatigue metric into the accumulated fatigue metric may indicate
that the remaining useful service life of the coupler will be
insufficient to complete the upcoming trip without the coupler
failing. As the accumulated fatigue metric and the upcoming fatigue
metric for the coupler increases, the remaining useful service life
of the coupler decreases. As the remaining useful service life of
the coupler decreases, the probability that the coupler will fail
during the upcoming trip increases. The failure metric of the
coupler can be calculated as a percentage, fraction, or other
numerical value. Alternatively, the failure metric can be
calculated as a time period (e.g., a remaining useful service life
of the coupler), a number and/or magnitude of additional force
cycles (that the coupler can withstand before failure), or in
another manner.
[0053] At 310, a determination is made as to whether the failure
metric of the coupler exceeds a failure threshold. In one aspect,
the failure threshold is a designated, non-zero threshold. The
threshold can have a variety of values that can be selected by an
operator of a system performing the method 300, such as 0.1%, 0.5%,
1%, 3%, 5%, or another value. If the failure metric of a coupler
exceeds the threshold, then the coupler is likely to fail during
the upcoming trip of the vehicle system. As a result, flow of the
method 300 can proceed toward 312. If the failure metric does not
exceed the threshold, then the coupler is likely to complete the
upcoming trip of the vehicle system without failing. As a result,
flow of the method 300 can proceed toward 314.
[0054] In one embodiment, the designated failure threshold can
change or be determined based on (e.g., a function of) one or more
vehicle characteristics and/or route characteristics. For example,
the failure threshold may be calculated as a function of a type of
one or more of the vehicles in the vehicle system for the upcoming
trip. Different types of vehicles may carry different types of
cargo. For example, passenger vehicles may carry one or more
humans, oil cars may carry liquid oil, hazmat cars may carry one or
more hazardous materials, flat bed cars may carry timber,
machinery, etc., and the like. Depending on the types of vehicles
in the vehicle system, the failure threshold may need to be lower
to ensure that no couplers break during the upcoming trip. For
example, a vehicle system for an upcoming trip that includes one or
more vehicles carrying explosive, flammable, or other hazardous
materials may have a smaller failure threshold relative to a
vehicle system for the same upcoming trip that does not include the
one or more vehicles carrying explosive, flammable, or other
hazardous materials. The smaller failure threshold can result in
only those couplers with smaller accumulated and upcoming fatigue
metrics (and, correspondingly, lower failure metrics) being
acceptable for use in the upcoming trip.
[0055] As another example, the failure threshold can be calculated
based on (e.g., a function of) one or more locations (e.g.,
geographic areas) of a route over which the upcoming trip extends.
The route for an upcoming trip may extend through one or more
different types of geographic areas. These areas may have different
risks for damage if a coupler breaks during travel of the vehicle
system in the corresponding area. For example, a coupler that
breaks and separates a vehicle system into two segments in a
heavily populated urban area poses a greater risk to property
damage and/or bodily harm than a coupler that breaks during travel
in a rural or sparsely populated area, which posts a greater risk
than a coupler that breaks in an unpopulated area (e.g., the
desert). Therefore, the failure threshold may be smaller for
upcoming trips on routes that extend through more heavily populated
areas than for trips on routes that extend through less densely
populated areas.
[0056] As another example, the failure threshold can be calculated
based on (e.g., a function of) a priority of the vehicle system
during the upcoming trip relative to one or more other vehicle
systems. Priorities of vehicle systems can be used by an off-board
location (e.g., a dispatch or scheduling facility) to determine
which vehicle system of several vehicle systems can travel before
other vehicle systems on a segment of a route. For example, for
rail vehicles traveling on single tracks, only a single rail
vehicle may be able to travel along a segment of the track at a
time. The rail vehicles with higher priorities are allowed or
scheduled to travel on that segment before or in place of other
rail vehicles with lower priorities. Rail vehicles that are
manifest vehicle systems may have lower priorities than other rail
vehicles. The priorities may be designated in trip manifests of the
vehicle systems, be designated by dispatch or scheduling
facilities, based on the type of cargo being carried (e.g.,
hazardous versus non-hazardous cargo), or other factors.
[0057] The value of the failure threshold can be smaller for
vehicle systems having greater priorities than other vehicle
systems. For example, high priority vehicle systems may be
associated with lower failure thresholds to avoid or reduce the
potential for couplers breaking during the upcoming trip relative
to lower priority vehicle systems.
[0058] At 312, one or more responsive actions are implemented
responsive to the failure metric of the coupler exceeding the
failure threshold. In one embodiment, a warning signal may be
generated to cause an output device to present a warning to an
operator onboard the vehicle system. For example, a display device,
acoustic speaker, or the like, may inform the operator that the
coupler is likely to fail during the upcoming trip. Additionally or
alternatively, the warning signal may be generated to cause an
output device to present a warning to another person, such as an
operator of a dispatch or scheduling facility that is off-board the
vehicle system. In addition to or in place of warning the operator
or another person, the operator or other person may be notified of
one or more of the accumulated fatigue metric, the upcoming fatigue
metric, or the probability of the failure. Such a notification can
occur by displaying or otherwise presenting this information to the
operator or other person.
[0059] In another example, a driving plan for the vehicle system
may be modified responsive to the failure metric of the coupler
exceeding the failure threshold. The driving plan additionally or
alternatively can be referred to as a trip plan, and can designate
operational settings of the vehicle system for the upcoming trip as
a function of time and/or distance along the route. For example,
the driving plan can dictate the throttle settings, brake settings,
speeds, or the like, of the vehicle system for different locations
along the route of the trip and/or for different times during the
trip. In one embodiment, the driving plan may be created to reduce
fuel consumption, reduce emission generation, reduce forces exerted
on couplers, and/or improve handling of the vehicle system relative
to the same vehicle system traveling along the same route for the
same upcoming trip, but using different operational settings (e.g.,
the vehicle system traveling at the speed limit, or track speed,
for the entire trip).
[0060] In order to prevent the coupler from breaking during the
upcoming trip, the driving plan may be changed. One or more of the
operational settings designated by the driving plan may be
modified. Changing the operational settings of the driving plan can
reduce the upcoming fatigue metric that is expected to be imparted
on the coupler. For example, reducing a speed at which the vehicle
system travels through a curve, increasing the power output from
the trailing propulsion-generating vehicle 104C (shown in FIG. 1)
during travel over an uphill grade, applying the brakes in the
leading propulsion-generating vehicle 104A (also shown in FIG. 1)
during travel down a downhill grade, or the like, can decrease the
wear and tear that is expected to be imparted on the coupler during
the upcoming trip. The driving plan may be modified to reduce the
upcoming fatigue metric for the coupler. In one embodiment, the
method 300 may be repeated with the updated driving plan to check
and see if the new driving plan results in the same coupler or
another coupler having a failure probability that exceeds the
failure threshold.
[0061] In one embodiment, the driving plan may be updated by
changing positions of virtual fences between the
propulsion-generating vehicles 104 in the vehicle system for the
upcoming trip. A virtual fence represents a division along the
length of the vehicle system that divides the propulsion-generating
vehicles into different groups. The propulsion-generating vehicles
within the same group (or between the same two virtual fences) may
be controlled using the same operational setting at the same time.
A driving plan may designate different groups of the
propulsion-generating vehicles at different locations and/or times.
As a result, the vehicles 104A, 104B may be in a first group and
operate using the same throttle setting and the vehicle 104C may
simultaneously be in a different, second group and operate using a
different throttle setting. At a different time and/or location
along the route, the driving plan may designate that the vehicle
104A be in one group and the vehicles 104B, 104C be in another
group (with corresponding different operational settings). Such a
driving plan may be modified to reduce the upcoming fatigue metric
and failure metric of a coupler by changing which vehicles 104 are
grouped together at different times or locations along the route
(or by moving the virtual fences at different times or locations
along the route).
[0062] Additionally or alternatively, one or more of the vehicles
in the vehicle system may be removed from the vehicle system for
the upcoming trip responsive to determining that the failure metric
exceeds the failure threshold. The vehicle or vehicles that are
removed may include at least one vehicle that is connected with the
coupler associated with the failure metric. Additionally or
alternatively, the vehicle or vehicles that are removed may include
at least one vehicle that has another coupler that is connected
with the coupler associated with the failure metric. As another
example, one or more vehicles that are not connected with the
coupler associated with the failure metric may be removed from the
vehicle system. For example, a heavier vehicle 106 that is several
vehicles behind the coupler associated with the failure metric may
be removed from the vehicle system to reduce the upcoming fatigue
metric that is expected to be imparted on the coupler.
[0063] The in-vehicle system position of one or more vehicles in
the vehicle system may be changed for the upcoming trip responsive
to determining that the failure metric exceeds the failure
threshold. The vehicle or vehicles that are moved within the
vehicle system may include at least one vehicle that is connected
with the coupler associated with the failure metric, at least one
vehicle that has another coupler that is connected with the coupler
associated with the failure metric, or one or more vehicles that
are not connected with the coupler associated with the failure
metric. For example, the in-vehicle system position of a
propulsion-generating vehicle may be switched to be closer or
farther from the coupler in order to reduce the upcoming fatigue
metric that is expected to be imparted on the coupler. The
in-vehicle system position of a cargo vehicle (e.g., a vehicle 106)
may be changed or switched with another vehicle 104 or vehicle 106
in order to reduce the upcoming fatigue metric that is expected to
be imparted on the coupler.
[0064] Additionally or alternatively, the coupler associated with
the failure metric may be modified responsive to determining that
the failure metric exceeds the failure threshold. For example, the
knuckle device, the knuckle, the knuckle pin, or the shaft of the
coupler may be replaced with another knuckle device, knuckle,
knuckle pin, or shaft. Alternatively, the entire coupler may be
replaced with another coupler. Additionally or alternatively, the
coupler may be moved to another position in the vehicle system, or
swapped with another coupler. Replacing part or all of the coupler
can reduce the accumulated fatigue metric associated with the
coupler and thereby reduce the failure metric for that coupler.
[0065] An updated accumulated fatigue metric of the coupler may be
determined by incorporating the upcoming fatigue metric (e.g.,
determined at 306) into the accumulated fatigue metric (e.g.,
obtained at 302). This incorporation can involve combining the
metrics, such as by adding the metrics, multiplying the metrics, or
the like. Inspection, maintenance, and/or repair of the coupler may
be automatically scheduled or manually scheduled at a time that is
a function of or otherwise based on the updated accumulated fatigue
metric. For example, for larger values of the updated accumulated
fatigue metric, the method 300 may automatically schedule
inspection, maintenance, and/or repair of the coupler at an earlier
date than for smaller values of the updated accumulated fatigue
metric. In one aspect, the driving plan may be updated (as
described above) by starting the upcoming trip with the coupler
associated with the failure probability, but by scheduling the
inspection, repair, and/or maintenance of the coupler at a location
along the route in the trip.
[0066] One or more restrictions on manual control of the vehicle
system may be implemented responsive to determining that the
failure metric of the coupler exceeds the failure threshold. Prior
to implementing any such restrictions, an operator of the vehicle
system may manually change operational settings of the vehicle
system within an allowable range. This allowable range may be a
maximum allowable range. For example, for a throttle of a
locomotive, the allowable range prior to the restrictions may be
moving the throttle between a zero position (where no tractive
effort is generated) to an eighth position (where maximum tractive
effort is generated). A gas pedal of an automobile may be moved
from a non-depressed position to a fully depressed position. A
brake lever or pedal similarly may be moved between or among a
variety of positions.
[0067] The restrictions that are implemented responsive to the
failure probability exceeding the failure threshold may limit the
allowable range of throttle settings, brake settings, speeds, or
other settings of the vehicle system. For example, instead of
allowing an operator to move the throttle between the zero and
eighth positions, the vehicle system may only permit the throttle
to be moved between the zero and fourth positions for one or more
locations along the route. As another example, instead of allowing
an operator to depress the gas pedal all the way to the floor, the
vehicle system may only permit the pedal to be depressed half way
toward the floor. As another example, the vehicle system may not
speed up above a speed limit that is slower than a designated speed
limit for the route. Alternatively, the vehicle system may allow
the operator to change the operational settings within the maximum
allowable range, but may ignore those changes that fall outside of
the implemented restrictions. The restrictions may be implemented
to reduce the upcoming fatigue metric that is expected to be
imparted on the coupler (and therefore reduce the failure
probability of the coupler).
[0068] In one embodiment, the cost or impact of different
responsive actions may be compared to determine which responsive
action to implement. For example, replacing or moving the coupler,
moving a vehicle in the vehicle system, changing the driving plan,
or scheduling inspection, repair, or maintenance of the coupler as
responsive actions in response to determining that the failure
metric exceeds the failure threshold all may involve different
consequences on the upcoming trip of the vehicle system. Replacing
or moving the coupler may take less time than moving the vehicle,
but also may decrease the failure metric by a lesser amount.
Changing the driving plan may decrease the failure metric by a
larger amount, but also may cause the vehicle system to fall behind
schedule and violate a contractual agreement. The consequences of
the various responsive actions may be weighed to determine which
responsive action to implement.
[0069] At 314, the vehicle system may proceed on the upcoming trip.
If a responsive action was implemented at 312, the method 300 may
be repeated after implementing the responsive action and before
commencing the trip. Repeating the method 300 may be performed in
order to ensure that the responsive action does not cause the
failure metric of another coupler to become too large (e.g., and
exceed the failure threshold). The accumulated fatigue metric of
the coupler or couplers in the vehicle system may be updated during
and/or after the trip based on the fatigue that is experienced by
the couplers during the trip.
[0070] In one embodiment, the method 300 may be performed prior to
the upcoming trip beginning. For example, the method 300 may be
completed for one or more (or all) couplers prior to the vehicle
system starting the trip. Additionally or alternatively, the method
300 may be performed during movement along the trip. The method 300
can be performed one or more times during the trip to examine the
increasing accumulated fatigue metric on the couplers, to examine
the additional upcoming fatigue metric that is expected to be
experienced by the couplers during one or more upcoming segments of
the trip, to determine if any couplers are likely to fail, and/or
to implement one or more of the responsive actions described
herein.
[0071] The method 300 may be performed without determining the
accumulated fatigue metric. For example, the method 300 may
estimate the upcoming fatigue metric for a coupler and determine
whether to implement one or more responsive actions based on the
upcoming fatigue metric, without considering the accumulated
fatigue metric. Additionally or alternatively, the method 300 may
be performed by assigning a default or designated value to the
accumulated fatigue metric, such as a value of zero, a value based
on a historical average of several couplers, etc.
[0072] FIG. 5 is a schematic diagram of one embodiment of a coupler
monitoring system 500. The system 500 may be disposed onboard one
or more of the vehicles 104, 106 shown in FIG. 1. Alternatively,
some or all components of the system 500 may be disposed off-board
the vehicle system 100 shown in FIG. 1. The system 500 includes one
or more input and/or output devices 506 ("Input/Output Device" in
FIG. 5), such as keyboards, throttles, switches, buttons, pedals,
microphones, speakers, displays, touchscreens, and the like. The
input/output device 506 may be used to present output of the system
500, such as accumulated fatigue metrics, upcoming fatigue metrics,
driving plans, vehicle characteristics, route characteristics,
failure probabilities, failure thresholds, etc. The input/output
device 506 may be used to receive input from an operator or other
source, such as accumulated fatigue metrics, upcoming fatigue
metrics, driving plans, vehicle characteristics, route
characteristics, failure probabilities, failure thresholds,
etc.
[0073] A communication device 508 communicates with one or more
vehicles, off-board locations, or the like. The communication
device 508 can communicate (e.g., send and/or receive) data such as
accumulated fatigue metrics, upcoming fatigue metrics, driving
plans, vehicle characteristics, route characteristics, failure
probabilities, failure thresholds, etc. The communication device
508 can represent transceiving circuitry, such as modems, antennas,
buses, etc., for communicating data via one or more wired and/or
wireless connections.
[0074] A controller 502 represents a hardware and/or software
system that operates to perform one or more functions described
herein. For example, the controller 502 can represent hardware
circuitry that includes and/or is connected with one or more
processors (e.g., microprocessors, field programmable gate arrays,
integrated circuits, or other electronic logic-based devices) that
perform operations based on instructions stored on a tangible and
non-transitory computer readable storage medium, such as a memory
504. The controller 502 performs some or all of the operations
described in connection with the method 300 to determine or obtain
accumulated fatigue metrics of couplers, determine upcoming fatigue
metrics of the couplers, determine failure probabilities of the
couplers, determine failure thresholds, determine whether the
failure probabilities exceed failure thresholds, and/or implement
responsive actions, as described above. The memory 504 can store
the accumulated fatigue metrics, updated accumulated fatigue
metrics, unique identities of the couplers (to aid in associating
fatigues, thresholds, and/or probabilities with the couplers),
driving plans, vehicle characteristics, route characteristics,
etc., for use by the controller 502, as described herein.
[0075] The controller 502 may communicate with an energy management
system 510 that receives input to create a driving plan or a trip
plan. For example, the energy management system 510 may receive
trip data, vehicle data, and/or route data in order to create a
driving plan. The driving plan can be communicated to the
controller 502 for use in monitoring couplers, as described
above.
[0076] Although connections between the components in FIG. 5 are
not shown, two or more (or all) of the illustrated components may
be connected by one or more wired and/or wireless connections, such
as cables, busses, wires, wireless networks, and the like.
[0077] In one embodiment, a method (e.g., for monitoring coupler
fatigue) includes determining an upcoming fatigue metric
representative of fatigue that is to be experienced by a coupler
configured to connect plural vehicles in a vehicle system,
determining whether a failure metric of the coupler during the
upcoming trip exceeds a designated failure threshold (where the
failure metric is based on the upcoming fatigue metric), and,
responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of: notifying an operator
of the upcoming fatigue metric, displaying one or more of the
upcoming fatigue metric or the failure metric, changing a driving
plan for controlling movement of the vehicle system during the
upcoming trip, and/or changing a characteristic of the vehicle
system.
[0078] In one aspect, the method also includes obtaining an
accumulated fatigue metric of the coupler that estimates previously
experienced fatigue of the coupler during one or more previous
trips.
[0079] In one aspect, the accumulated fatigue metric estimates one
or more of an age of the coupler, a number of force cycles
previously experienced by the coupler, wherein the force cycles
represent changes in a force previously exerted on the coupler, a
magnitude of one or more of the force cycles previously experienced
by the coupler, a distance previously traveled by the coupler, one
or more characteristics of terrain over which the coupler
previously traveled, one or more characteristics of one or more
other vehicle systems in which the coupler previously traveled,
and/or an in-vehicle system position of the coupler in the one or
more other vehicle systems in which the coupler previously
traveled.
[0080] In one aspect, the method also includes determining an
updated accumulated fatigue metric of the coupler by incorporating
the upcoming fatigue metric into the accumulated fatigue
metric.
[0081] In one aspect, the upcoming fatigue metric is based on one
or more of a number of force cycles to be experienced by the
coupler during the upcoming trip (where the force cycles represent
changes in a force that are to be exerted on the coupler during the
upcoming trip), a magnitude of one or more of the force cycles to
be experienced by the coupler during the upcoming trip, a distance
to be traveled by the coupler during the upcoming trip, one or more
characteristics of terrain over which the coupler will travel
during the upcoming trip, one or more characteristics of the
vehicle system in which the coupler will travel during the upcoming
trip, a historical trend of upcoming fatigue metrics for one or
more other couplers, and/or an in-vehicle system position of the
coupler in the vehicle system in which the coupler will travel
during the upcoming trip.
[0082] In one aspect, the method also includes determining the
designated failure threshold based on one or more of a type of one
or more of the vehicles in the vehicle system, a location of a
route over which the upcoming trip extends, and/or a priority of
the vehicle system during the upcoming trip relative to one or more
other vehicle systems.
[0083] In one aspect, the driving plan designates one or more
operational settings of the vehicle system based on one or more of
time or distance of the upcoming trip. Changing the one or more of
the driving plan or the characteristic of the vehicle system can
include changing the one or more operational settings of the
vehicle system to reduce one or more of the upcoming fatigue metric
or the failure metric.
[0084] In one aspect, changing the one or more of the driving plan
or the characteristic of the vehicle system includes removing at
least one of the vehicles that is to be connected with the coupler
during the upcoming trip from the vehicle system so that the at
least one of the vehicles is not included in the vehicle system for
the upcoming trip.
[0085] In one aspect, changing the one or more of the driving plan
or the characteristic of the vehicle system includes changing an
in-vehicle system position of at least one of the vehicles or the
coupler in the vehicle system for the upcoming trip.
[0086] In one aspect, changing the one or more of the driving plan
or the characteristic of the vehicle system includes implementing
restrictions on manual changes to one or more operational settings
of the vehicle system.
[0087] In one embodiment, a system (e.g., a coupler monitoring
system) includes a controller configured to determine an upcoming
fatigue metric that is to be experienced by a coupler configured to
connect plural vehicles in a vehicle system. The controller also is
configured to determine whether a failure metric of the coupler
during the upcoming trip exceeds a designated failure threshold
(the failure metric is based on the accumulated fatigue metric).
Responsive to determining that the failure metric exceeds the
designated failure threshold, the controller is configured to one
or more of: notify an operator of the upcoming fatigue metric,
display one or more of the upcoming fatigue metric or the failure
metric, change a driving plan for controlling movement of the
vehicle system during the upcoming trip, and/or direct a change in
a characteristic of the vehicle system.
[0088] In one aspect, the controller also is configured to obtain
an accumulated fatigue metric of the coupler that estimates
previously experienced fatigue of the coupler.
[0089] In one aspect, the accumulated fatigue metric represents one
or more of an age of the coupler, a number of force cycles
previously experienced by the coupler, wherein the force cycles
represent changes in a force previously exerted on the coupler, a
magnitude of one or more of the force cycles previously experienced
by the coupler, a distance previously traveled by the coupler, one
or more characteristics of terrain over which the coupler
previously traveled, one or more characteristics of one or more
other vehicle systems in which the coupler previously traveled,
and/or an in-vehicle system position of the coupler in the one or
more other vehicle systems in which the coupler previously
traveled.
[0090] In one aspect, the controller is configured to determine an
updated accumulated fatigue metric of the coupler by incorporating
the upcoming fatigue metric to the accumulated fatigue metric.
[0091] In one aspect, the controller is configured to determine the
upcoming fatigue metric as an estimate of one or more of a number
of force cycles to be experienced by the coupler during the
upcoming trip (where the force cycles represent changes in a force
that are to be exerted on the coupler during the upcoming trip), a
magnitude of one or more of the force cycles to be experienced by
the coupler during the upcoming trip, a distance to be traveled by
the coupler during the upcoming trip, one or more characteristics
of terrain over which the coupler will travel during the upcoming
trip, one or more characteristics of the vehicle system in which
the coupler will travel during the upcoming trip, and/or an
in-vehicle system position of the coupler in the vehicle system in
which the coupler will travel during the upcoming trip.
[0092] In one aspect, the controller also is configured to
determine the designated failure threshold based on one or more of
a type of one or more of the vehicles in the vehicle system, a
location of a route over which the upcoming trip extends, and/or a
priority of the vehicle system during the upcoming trip relative to
one or more other vehicle systems.
[0093] In one aspect, the driving plan designates one or more
operational settings of the vehicle system based on one or more of
time or distance of the upcoming trip. The controller can be
configured to change the one or more of the driving plan or the
characteristic of the vehicle system by changing the one or more
operational settings of the vehicle system to reduce one or more of
the upcoming fatigue metric or the failure metric.
[0094] In one aspect, the controller is configured to change the
one or more of the driving plan or the characteristic of the
vehicle system by directing at least one of the vehicles that is to
be connected with the coupler during the upcoming trip to be
removed from the vehicle system so that the at least one of the
vehicles is not included in the vehicle system for the upcoming
trip.
[0095] In one aspect, the controller is configured to change the
one or more of the driving plan and/or the characteristic of the
vehicle system by directing that an in-vehicle system position of
at least one of the vehicles or the coupler in the vehicle system
for the upcoming trip be changed.
[0096] In one aspect, the controller is configured to change the
one or more of the driving plan and/or the characteristic of the
vehicle system by implementing restrictions on manual changes to
one or more operational settings of the vehicle system.
[0097] In one embodiment, a method (e.g., for monitoring coupler
fatigue) includes determining an accumulated fatigue metric that
estimates previously experienced fatigue by a coupler configured to
connect plural vehicles in a vehicle system during one or more
previous trips of the coupler, determining whether a failure metric
of the coupler during an upcoming trip of the vehicle system
exceeds a designated failure threshold (where the failure metric is
based on the accumulated fatigue metric of the coupler), and,
responsive to determining that the failure metric exceeds the
designated failure threshold, one or more of notifying an operator
of the upcoming fatigue metric, displaying one or more of the
accumulated fatigue metric or the failure metric, changing a
driving plan for controlling movement of the vehicle system during
the upcoming trip, and/or changing a characteristic of the vehicle
system.
[0098] In one aspect, the method also includes determining an
upcoming fatigue metric that estimates fatigue to be experienced by
the coupler, where the failure metric is based on a combination of
the accumulated fatigue metric and the upcoming fatigue metric.
[0099] In one aspect, one or more of changing the driving plan or
changing the characteristic of the vehicle system includes one or
more of changing one or more operational settings of the vehicle
system that are designated by the driving plan to reduce one or
more of the upcoming fatigue metric or the failure metric, removing
at least one of the vehicles that is to be connected with the
coupler during the upcoming trip from the vehicle system so that
the at least one of the vehicles is not included in the vehicle
system for the upcoming trip, changing an in-vehicle system
position of at least one of the vehicles in the vehicle system for
the upcoming trip, automatically scheduling one or more of
inspection, maintenance, or repair of the coupler at a time that is
based on the updated accumulated fatigue metric, and/or
implementing restrictions on manual changes to one or more
operational settings of the vehicle system.
[0100] It is to be understood that the above description is
intended to be illustrative, and not restrictive. For example, the
above-described embodiments (and/or aspects thereof) may be used in
combination with each other. In addition, many modifications may be
made to adapt a particular situation or material to the teachings
of the inventive subject matter without departing from its scope.
While the dimensions and types of materials described herein are
intended to define the parameters of the inventive subject matter,
they are by no means limiting and are exemplary embodiments. Many
other embodiments will be apparent to one of ordinary skill in the
art upon reviewing the above description. The scope of the
inventive subject matter should, therefore, be determined with
reference to the appended clauses, along with the full scope of
equivalents to which such clauses are entitled. In the appended
clauses, the terms "including" and "in which" are used as the
plain-English equivalents of the respective terms "comprising" and
"wherein." Moreover, in the following clauses, the terms "first,"
"second," and "third," etc. are used merely as labels, and are not
intended to impose numerical requirements on their objects.
Further, the limitations of the following clauses are not written
in means-plus-function format and are not intended to be
interpreted based on 35 U.S.C. .sctn.112(f), unless and until such
clause limitations expressly use the phrase "means for" followed by
a statement of function void of further structure.
[0101] This written description uses examples to disclose several
embodiments of the inventive subject matter and also to enable a
person of ordinary skill in the art to practice the embodiments of
the inventive subject matter, including making and using any
devices or systems and performing any incorporated methods. The
patentable scope of the inventive subject matter may include other
examples that occur to those of ordinary skill in the art. Such
other examples are intended to be within the scope of the clauses
if they have structural elements that do not differ from the
literal language of the clauses, or if they include equivalent
structural elements with insubstantial differences from the literal
languages of the clauses.
[0102] The foregoing description of certain embodiments of the
inventive subject matter will be better understood when read in
conjunction with the appended drawings. To the extent that the
figures illustrate diagrams of the functional blocks of various
embodiments, the functional blocks are not necessarily indicative
of the division between hardware circuitry. Thus, for example, one
or more of the functional blocks (for example, processors or
memories) may be implemented in a single piece of hardware (for
example, a general purpose signal processor, microcontroller,
random access memory, hard disk, and the like). Similarly, the
programs may be stand-alone programs, may be incorporated as
subroutines in an operating system, may be functions in an
installed software package, and the like. The various embodiments
are not limited to the arrangements and instrumentality shown in
the drawings.
[0103] As used herein, an element or step recited in the singular
and proceeded with the word "a" or "an" should be understood as not
excluding plural of said elements or steps, unless such exclusion
is explicitly stated. Furthermore, references to "an embodiment" or
"one embodiment" of the inventive subject matter are not intended
to be interpreted as excluding the existence of additional
embodiments that also incorporate the recited features. Moreover,
unless explicitly stated to the contrary, embodiments "comprising,"
"including," or "having" an element or a plurality of elements
having a particular property may include additional such elements
not having that property.
[0104] Since certain changes may be made in the above-described
systems and methods without departing from the spirit and scope of
the inventive subject matter herein involved, it is intended that
all of the subject matter of the above description or shown in the
accompanying drawings shall be interpreted merely as examples
illustrating the inventive concept herein and shall not be
construed as limiting the inventive subject matter.
[0105] As used herein, a structure, limitation, or element that is
"configured to" perform a task or operation is particularly
structurally formed, constructed, programmed, or adapted in a
manner corresponding to the task or operation. For purposes of
clarity and the avoidance of doubt, an object that is merely
capable of being modified to perform the task or operation is not
"configured to" perform the task or operation as used herein.
Instead, the use of "configured to" as used herein denotes
structural adaptations or characteristics, programming of the
structure or element to perform the corresponding task or operation
in a manner that is different from an "off-the-shelf" structure or
element that is not programmed to perform the task or operation,
and/or denotes structural requirements of any structure,
limitation, or element that is described as being "configured to"
perform the task or operation.
* * * * *